Automatic train-stop.



E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 22. 1911 Patented Feb. 23, 1915.

'1 SHEETS-SHEET 1.

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AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 22, 1911.

Patented Feb. 23,1915.

LZQQEGL 7 SHEETSSHEBT 2 %HEEQ Q. H G Q 5.25:

E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 22 1911.

i mV 6 mm RUMW U. v E w m i w Q .v w @M ED MAY 22,1911.

Patented F8 0. 23, 1935.

WWW wm w 7 3% 7 5 M g a JWQ fi E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 22, 1911.

Patented Feb. 23, 1915.

7 SHEETS SHEET 5.

B. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED MAY 22.1911

Patented Feb. 23, 1915 HEETS-SHEET S.

E. M. JONES. AUTOMATIC TRAIN STOP. APPLICATION FILED MAY 22.1911.

Patented Feb. 23, 1915.

7 SHEETS-SHEET 7.

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nmnnn a; JONES, or ATLANTA, enonem, Assrornon'roaoivns sierra; svsrnnr company, or ATLANTA, enonera, A. conronarion or enonere.

vention is to AUTOMATIC main-stron.

To all whom it may concern:

Be it known that 1, Emma M. JoNns, a citizen of theUnited States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented a certain new and useful improvement in Automatic Train Stops, of which the following is a full, clear, and exact description, reference being had to the accompanying dravv in s.

Broadly speaking, the object of this no.-

automatically giving a controlling indication on a moving vehicle irom a position independent of the vehicle.

More particularly, the present invention has for its object the provision of such mechanism so designed that any failure of the movable parts to act will insure the giving of a danger indication. Such danger indication may consist of the automatic application of brakes or the giving of a suitable signal notifying the operator of the vehicle to apply the brakes. I use the term indication herein as including any such controlling agency on the vehicle, whether the operation is entirely automatic or partly mental and partly manualthe ultimate object being the same in each case, namely, the stopping or controlling of the vehicle whenever danger is indicated.

In accomplishing the objects stated, I provide stationary mechanism along the trackway adapted to cooperate with movable mechanism on the vehicle, when they come into juxtaposition, to start the operation of mechanism which is adapted automatically to give a danger indication (either a brake or a signal actuation, as above explained), and I provide controllable movable mechanism for determining whether such started operation shall be allowed to become complete or shall be interrupted so as to be non'- effective.

Another feature of the present invention is the arrangement of the parts so that on a backward movement past the track device the latter is non-effective, by reason of an automatic invariable resetting of the danger indication initiated by the track device.

Another feature of the present invention is that the electric current operates to hold the resetting mechanism in active position against some force tending to displace it therefrom, whereby rent rendersthe resetting mechanism non- Specification of Letters Patent. Application filed May 22, 1911. Serial No. 628,82.

tion, they will provide an effective system for tion of the truck and one any failure of the cur Patented Feb. as, 1915.

etfective, so that theinitiating device, coinpletes its work, giving the danger indication.

Another feature is the arrangement of the .nxovable parts of the track mechanism 'so that they tend to return by gravity to 111.-

operative position, of any mechanism hold such parts in whereby, on anyfailure which may temporarily active (2'. 6. safety) posiautomatica-lly return to danger position.

Another feature of the present invention is a governing and invariably resets for slow speed the danger indication initiated by the track device. In accomplishing this If provide a governor having the characteristic that certain of the moving parts are operable by a yieldingly cdnnected driver, whereby, for high speeds, the inertia of such parts prevents their immediate movement and the device which automatically driver thereforis moved idly in opposition to a spring or yielding device, while for slow speeds, the spring does not yield, and the driver is efiectlve n1 mo'vmg parts which accomplish resetting. I believe this type of governor, combined with a vehicle indlcat- .ing device, is broadly new with me.

Another feature of the present invention is the arrangement of a cab signal to operate whenever a ground device is passed, irrespective of whether such device is in condition to give a danger or safety indication. By this means the engineer is periodically advised of his exact location with reference to the ground devices.

Other features of the invention contributing to the efliciency of the operation, or to simplicity of construction, are included within this invention and will be ,hereinafter more fully explained.

In the drawings, Figure l is a side elevation of my ground device and c06perat- .ing vehicle equipment shown as mounted on the truck of some vehicle, the locomotive tender; Fig. 2 is an end view of the ground deviceand the cooperating vehicle equipment, this view showing a porof the wheels of the vehicle; Fig. 3 is a plan of the ground mechanism; Fig. 4 is a side elevation thereof with the operating arm (shown in Fig.

3) omitted for clearness of illustration; Fig.

as, for example,

I the boxshown in-Figs. land 2, as mounted- .on the outer} side ofthe truck; Fig. 6- ma I vertical sectionthrough such vehicle equipmenton a plane indicated by: liniifi-Ai f 1 shown in Fig. 6, but equipped withmy go erning deviceyFig. 9 .is a View of an air a 1 whistle. anditsconnection with the controlling valve of, my brake applying: mechanism; Fig. 10 is an end view, partly broken;

away of thevehicle equipment;.Fig. 11 is an end view, of; the electromagnetic mechanism whiohoperates the movable parts of the grounddevice; Fig. 12 is a side elevation of this latter mechanism.

Referring first to Figs. -1 to 4: inclusive, the numeral 1 represents a railway rail supported on the usual ties 2. 3 indicates the vehicle wheels which are shown as mounted on a suitable truck 4 supporting a body 5. Located on the outer side ofthe rail and extending parallel, with itis a stationary ramp 10. This. ramp is shown as a com-' paratively narrow upright Webprovided with foot plates 11 by which it .is bolted or spiked securely to the ties. The upper surface of the ramp is inclined downwardly in. opposite directions from a mid point in.- dicated by 12. As shown in the drawings,

f there is a, very gradually upward inclined face 13 or 14 leading from opposite directions to the midpoint. These faces 006perate with vehicle mechanism to be hereinafter described, which operate to initiate the danger indication, the completion of such indication depending on other conditions. It will be seen that the ramp is a substantial stationary device with nothing about it to get out of order or become displaced. In fact, if desired, it could be made a part of the rail or could have its foot plates extended beneath the rail and secured thereto. Suitably journaled on the outer side of the ramp and transverselybf it is a rock shaft 15. This rock shaft 1' shown as having a bearing in a pedestal 16 formed on one of the ramp feet 11 or it may have its bearing in -the -.ramp Wall itself, or 'en tirely independently of the ramp. Rigid on this rock shaft 15 is an lI'IIl 17, which has a knuckle joint with a bar- 18 by means of a pin 19. The arm 18 is guided at its other end between overhanging pins .or. lugs 20 on a bracket 21, which is shown as. rising from one of the ramp f'oot plates. The over.-

lappin arms 17 and 18 at their joints are prefer bly mutually offset or reduced, as-

shown in Fig. 3, so that:the, bodies of the I arms aline. The pin 19 isshown as having a large head2 ,on one side of. these arms, while on the other sidejof' the opposite arm it IS Surrounded by a washer 25 held by cotterpin 26. Suitablemeans' to beherein after described are provided for rocking the] shaft- 15 and thereby. raising the arms 17 and 18 from the normal which 'is'adapted to cooperate with other nullify the danger indication initiated by the stationary ramp; 10.

-means on; the moving. vehicle to reset or '75,

Itwill, beseen from the above construction that whenever the vehicle passes over the stationary ramp, the danger indication 1s. initiated thereby, but whether this initiation becomes effective, depends (when. the 1 vehicle is moving forward) upon what hep..- pens to a resetting mechanism which. travels i over the movable ramp. If, the movable arm 17; is l'p (as in, fulllines in Fig 4) the: danger initiation, is counteracted before it becomes effective; .Whenthe arm is down the danger initiation completes itself and applles'the brake, or=gives a si indication, but this is always counteracted l, or both." F 01. 3,: backward movement 0 the vehicle,

to theramp incline 1st would'i nitiate a danger by means on'ithelocomotive ,tobe'hereinafter described; I- will first describe the mechanism on the moving rvehicle by which the stationary ramp surface 13 initiates the applicatlon of the: brakes. Then I willi'take up the mechanism by which the; movable ramp surface 1,? may reseat suchbrakean open bottom. lnitslower portionthe box is divided by, a vertical, longitudinal W6 l2)-29 and thesidesof theboxland web .carry the applying and reseating' mechanisms mentioned.

Referring 1:o.;.Figs. 5,. 6' and 10, .310 may cates a valve casing, (shown as held-to the box wall-by a boss 36) 31 a valve plug seat-1' ing therein, 32 a spring bearing on the plug, and 33' a head bearing on the spring.v .3

indicates a branch of the train pipe which enters the valve casing below the plug, and

35 an exit pipe from the casing above the plug When the plug is seated, the exit from I the pipe 34: is accordingly cutofi', while, when the plug is allowed to rise, an exitisprovided through the pipe 35.

The plug 'is' normally held to its seat by a bar 40 resting 41 with an end of the lever 42 pivoted at 43,.

- thereon and connected at one end by a link i The other end of this lever has an over hanging latch or shoulder 47 which engages. .a latch or'nose on; a downwardextending.v

portibn 48 of the bar 40. The bar 40. is'pr,e-

vented from undesirable displacement by.

ln'i'ving a slot 49extending around a.'pin .50"

carried by armsor-ears 51 on the valye; -.cas.

---cape .may be applied. The pecuhar form of the projecting claimed in my ing. it will be seen that this construction enables the bar e0 to normally hold'theplug portion 45, thus presenting a downwardly nose at 46. I This lever is so positioned that-this nose engages and rides up on the ramp surface 13 and in doing so, swings the latch 47 'free from the bar 40, releasin the valve plug so that the air may esi rom the pipe 34, whereby the brake lever 42 and the bar 40 and their connection is designed so that any breakage or distortion of any ofthese parts will automati-' cally .release the valve. This construction and feature of ,operation' is shown and patent No. 1,109,679, filed March 16, 1911. In the resent invention, when track conditions indicate safety,

I intend that the valve 31 opened by the ramp and lever 42 shall be reset before there is time for the application of the brake. This is accomplished by mechanism which I will now describe.

Mounted alongside of the initiating lever 42, in the other compartment of the box 28, is a lever 55 of the form shown more particularly in Fig. 7. This lever has a down-.' turned nose 56 which is in position to ride up on the elevated resetting arm 17 .of the ground device, and indoing so, abut against the under side of a dog 59 on a rock arm 60. This arm is pinned on a rock shaft 61, secured to which are a pair of arms 64, in the 7 other compartment of the box, which are connected with a pair of links 65, which around a pin 52 projecting from the bar 40. Accordingly, when the nose 56 rides up on the arm l7, the bar 40 is drawn downwardly to reset the arms ;.resetting of the valve.

Kin

and hence the.air vent which were released by the lever 42 on the ramp 13. Accordingly, whenever the arm 17 is elevated, the dangerindication (that is the starting of the application of the brake) is counteracted before it has prodeeded to an effective extent by reason of the When the arm 17 is wn n the position shown in dotted lines Fig. 4, it is ineffective to reset the valve,

's continued open and the brake goes on automatically, or such otherdanger application is effected as is desired to be accomplished by the escape of. air from the pipe 34. It will be seen that the links are slotted where they. pass around the pin 52,.so thatthey do not normally interfere with the upward movement of the bar 40 and the valve aig. It, will also be noticed that, in the, upper portion of the lever 55, in front-of. thedog 59, isfan opening 67. The purpose of this is to prevent any jamming of the parts, ueto excessive raising of the lever" plug in releasing the movement of the 68 hearing against the dogyasshown in Fig.

7, leaves the latter free to swing in one direction, preventing its binding on the edge of opening 67. A suitable pin 69 limits the downward movement of the lever 55.

In orderto prevent the engineer from throwing off the brake actually applied, I provide a hand device at the box 28 which is adapted to reset the valve. Accordingly, it is necessary for the train to come to a stop, or so near a stop that the engineer can dismount and, from the ground, operate this hand reset before the brake can be thrown off. This resetting device is shown in Fig. 6 as consisting of the lever 7 0 carried on the box 28 and connected with a plunger 71 guided to bear on the upper. edge of the bar 40 and adapted to force the bar down when it has been elevated. A spring 72 surrounding the rod 71 normally maintains the lever in elevated position, as shown in this figure.

To protect the lever 42 from in dvertent operation by some obstruction on tlie track. way I provide a pair of segmental 'gates 75 and which lie at the opposite ends of the compaitmentoccupied by the lever 42. The gate 75 has a pair of arms 76 which are pivoted to a side wall of the box and the intermediate partition at 77. The gate 80 has similar arms. 81 andsimilar pivots 82.

These gates normally stand as shown in Fig.

-the downward movement of the gates. Each of these gates performs another function which will be hereinafter described. The additional function performed by the gate 75 is to reset the valve automatically and invariably on the backward movement of the vehicle when it passes over the ramp 10. Such backward movement releases the valve the same as the forward movement, but before this release can become effective the gate 75' riding upwardly on the ramp surface 14 shoves on the link 84:, connected with one of the arms 76, which rocks the arm 85, which is loose on the rock shaft 61. This arm, however, has a projection 86 which overhangs one of the rock arms (34 and hence is adapted to rock the shaft when the arm is swung inthat direction, thereby swinging downwardly setting the valve by means of the links 65 andflthe .pin 52. Accordingly, backward vehicle cannot cause an application of the brake.

the arms 64 and reenabling an engineer to' enter a block to remove-a car or other obstruction therein,

or to advance under flag-'irgcaseof "emer- 'gency.- For example,.the defieirinjniilg p'oint ofspeedf-may be five milesper hour, and-it is 'tlien desirable that therebe'ta'suit'able s i rn =pr i eiapplig 'i'ewhe.

"-;b1'ak"= under danger conditions Where. tlfef speed isless than five miles an hour, while --insu1* i;ng the application where it is greater :than fivemiles' an hour, i In'accomplishing I this pe'rmissive -controlylf,provide a verysimple forinj overnor-which'bperates on the principle 0 ltf reiin'erfiitif of certainfre setting parts.opposing theiiflinovement 'by a yieldingly; connected driverf These resetting. parts are so adjusted that, for high speedtheir inertia prevents the driver actuating-them, the spring-yielding instead; whilefor speeds less than the critical speed, j the inertia lS jSIIlfill enough so that the spring will notyield materially and the driver will be effective to 'move'the resetting parts. 'This governor is shown particularly in Fig. 8. -It includessome of theparts shown in Fig. fi'and there omitted forclearness of illustration.

-Referring now particularly toj'Fig. -8, '90 -and"91 indicate a pair ofconne'cted toggle links, 'the lower. one-of which is llinged'at its lower end tothe brake applying lever 42. The Upper arm-91 is'hinged'at-9 3-to' an arm 95 which isloose on the shaft l but earries a lug 96 adapted tmcoiiperate with the pin 97 on the shaft. A "tension spring-98 is stretched hetw'een the knuckle ofthe toggle and an adjustable anchorage '99'on a bracket 100.carried by the arm' lil. Now, when the lever 42 is raised by engagement with the ramp surface -13, if the speed is above, say,

five -mil'es an hour, such movement will be quickenough so that the spring 98- Will be stretched rather than the arm 95 raised, owing to the inertia of such arm arid the. connecting mechanism. If, Jhowever, the, speed fis .less than suchcriticalamount; the raising of'the lever 42' raisesthe toggl links -Wll3h0llt buckling them, rais the arm 95 into the position shownin dotted lines in Fig. 8. Thus, the toggle .links constitute 'a yielding driver forathef'arm '95.; When they have raised-that ar-m a projection 101.thereon's t ands over. a'braoket- 102; carriedlon the arihsliil of the gate 80, so that, as that gate-is raised by trailing overthe ramp 13, the bracket 102 shoves upwardly on the arm 101 and thereby, by

reason of the lug 96Yan'd pin 97 rocks the maishaft 61, "thus resetting the valve.

"When'the'se factors b' 'arJthe properrelaf ""thef "spring-should hrea p s'tz trted' "Whenever the vehicle passesgthesta automatically second, when proper conditionjs "only' p1eventingsucli-ji-i i' I 'te'rfe'ring with the;-brake, I provide; a; small I The i nertia-of tlie partslfmafbe. varied'by adjusting the Welgllt 05 on the projection 106' of the arn ,95.., The spring-1 may be adjusted by talrning the, eye '99.

tion to each other, specds his critical'speed' results m rais n'g to cause theresetting of the 1i t *b i'iig invariablf a pliesitt n tions, or applied at'alovver spe t critical permissiveaspee'dl. 1 1. fj "Summarizing-- the operation:it jvill he", {seerrfthtrt' the application of ,tlie" -brake is ftiona ry ramp, irrespectivehf the direction that it"is also'sta'rted "if any. accident-"hep pens to'the brake-applying mechanismor i it -engages 'any'fobstruction; tuation lies "been 5 initiated, it non-flctive 'only under safety- ,That ist'o say; first, Whefi'the ram has been's'et'in 'safetyposition, by; n v hifle running less than a given prmissive.peed and third, when the vehicle is running-back ward; The resetting in' any of thesfiir 1 stances requires the movingpart'sbeiiig'fin 1 proper *working .condition, "and, "if 'anyi'oi theniare disturbed] or-Jorokenforthe-initiated application of the bra qctneaoo tinues, resulting in the stopping of ltheiyei hi cle. This feature ofinvariably initiating the application 10f the brake, andfnnder tiation becomih'g efiective, one 'of tl e vit features of "thepresent invention. I

It is convenientto give in the vehicle audible signal Whenever the vehicle p" over a ramp, as'ivell as When'thebrake i an plied. I accomplish this very connecting the exit pipe 35'ofthe valvewi th a suitable whistle' Thisis indicatedin Ei 9,.wh'ere the pipe 35is shown as "eontin" to anair Whistle 110 in the vehiolef'or c livery 1=time the vehiclepasses over it-he-e'scaperof air from the pi e; .3511

though normally insnflicintit pl the brake, is sufficient toqiffina: shoi' id le' sound. at the whistle-aillien 'tll alvefisnot at once reset and-.thei hrake i eing iaetually applied, this diminufiiai, sliort signal becomes-a strongblast tlfrdiigh the ivhis'tle, ,To prevent any, intentional'ztir. acci- ,dentaLclogging. of the -:Wl1l$tl8 openings 111- cylinder lll nolfh'lfally connected withi' the M1 3 a .erineie p ston 11 nor y heldbv a spring 113 close an opening 114:. l jfil i ieidle- Zqfia hQF bquld'notfind a ready exit through the whistle, it raises the plunger 112 and escapes through the opening 11-l uncovered thereby.

is heretofore referred to, the resetting arms 17 and 18 may be raised manually by the rocking of the shaft 15. To render the stop automatic, however, it is desirable that nicchanismbe provided "for rocking this arm 17, This arm 120 is located a iitable distance atthe side oft-he track as indicated bythe break in the shaft 15 in Fig. 3) and is a portion of the operating mechanism shown in Figs. 11 and 12.

As shown in Figs. 11 and 12, 130 indicates a motor, the armature shaft 131 of which has a pinion meshing with the gear 132 which carries a pinion 133 meshing with the gear 13 i, on the shaft of which is a sprocket pinion meshing: with a suitable sprocket clfain which is on the periphery of a wheel1S7. The chain is pr ferably loose on the periphery of its wheel, seating in a groove therein, and wheel is itself loose on a shaft H id. on this shaft- ".re a

chain. @n this shaft 1&2

- ill with which cotqp r t tion of the armaoy one of the t 1 is a crank 151 occupy i in the arm 120. hhiw, :he 1 1-6 is energized, its armature iierents the rotation of disk iii and shaft llthercby locking the pinion 1l3 to the sprocket chain 136, so that,

if the motor 130 be rotated at such time, the a sprocket chain driycn thereby lifts the arms 1l1 and "thereby turns the rock shaft 14:0, which by reason of the crank, raises the arm 120, thereby arms 17 and inaliing' 'the reset-ting ramp. Accordingly ether the rotation of the motor eliectire' tb raise the arms 17 and 18 depends'on the electric condition in the elec; tic-magnetic latch 1-16. Carried by the arms 1-11 near their extreme ends is a latch 160 pressed by 1 'nc; 161. iihen the arms 1 11 have been their highest point, as shown in dot d lines in Fig. 12, the latch 160 passes over and engages a pin 16% on an arm 166 pivoted etflltl? and'at its other end nch carry a shaft 142, "o iret pinion 1&3 meshing raising correspondingly the y connected by a link 168 with bell crank 169. The other arm of this bell crank forms the armature 171 of the electromagnet 170. This magnet normally holds the armature and, by reason of it, the arm 166 and pin 16 1 stationary, so that the latch 160 hooks over this pin when the arms 1%1 come into their highest position, holding them in such position, lhe electromagnetic latch last described, it w l be seen, may hold the mechanism in position with the arms 1'? and 18 raised to operate the resetting mechanism on the vehicle. When the current through the magnetl'ZO ceases, the weight-of the arms 1&1 (which are quite heavy) on the pin 16%, pulls that pin downward around the axis 157 (the armature having lost its hold) sutlicient to free the latch 160 so that the arms 1 10 drop by gravity, coming to a stop when they strike the stationary abutment 175. In order to giro the motor a chance to speed up before the load is thrown there on in elevating; the arm 120 and the arms 17 and '18, as well as to give a blow movementon the arm 120 in starting, I provide considerable clearance between the crank pin 1-11 and the opening 121 in the arm 120. This blow is effective, both on raising the arm and on lowering it, and immediately ov-rcomes any sticking action, if there should be any, in the various arms or the rock shaft For example, if there should snow or ice on the arms 17 and 18, or the shaft 1.5, the blow effectively breaks the same. These parts clog upon them, and the force of the motor may easily be suilicientto dislodge the same,

Any suitable system of circuits for operating the motor and the magnetic latches 1 and 170 may be employed. 1 find it convenient, however, to put the two magnets and the motor all on parallel branches ot a circuit passing through battery and an'armature 0t controlling magnet. As a portion of the branch circuits through the motor and the magnet 46, I place a switch (not shown) which is automatically opened by an extreme elevation of the arms 14:1; Now, with such system of circuits, the

encrgization oi" the said controlling magnetjoint 19, or around the bearings of the rock are preferably so ar-' ranged that very little snow or ice could Accordingly, the arms held by the mag isc - loss'of battery power therein, or the break:

ing of-the' local circuit, or loss, of"its battery power, the arms drop from their own weight, and the resetting arms 17 and 18 are returned 'to idle position, thus leaving the whole device at'danger. It will be seen, therefore, that any failure of the current, from whatever cause, insures the deviee being at danger, I

. I desire to emphasize the fact that,-in

this invention, the ground; device is'normally in the danger position and must remain so unless the parts are in proper working order and are intentionally held at safety. If snow or ice should accumulate v on the resetting arms or their Io erating by any cause whatsoever, it won mechanism, sufficiently to prevent t 'eir op.-

prevented d simply result in the brake being appliedperhaps, unnecessarily. bnould of working order for any cause, the motor eration, or if their operation be will not raise the resetting arms, or, if there. is any failure after they are, raised, theyimmediatel'y fall by gravity to danger position; 3 Any breakagadistortion or removal of any of the moving parts of the ground equipment would ,also result simply in the application of the brake perhaps unnecessarily. The stationary ramp which initiates theappli'cation of the brake ..may be made tomatic stop and signal system conforming touthe most rigid requirements.

Having thus described my invention, what 1. The combination, with means, on a vehicle for initiating a danger indication, and

means on the vehicle for counteracting such initiation, a stationary member 'alon tioned means, and ajmovable member adapted to engage and operate the secondmentioned means.

2 .The combination, with means ,on 'a vehicleforinitiating airlanger indication, and means on, the vehicle dQ ll lteractingsuch "initiation :before becoming; efiective, a sta-' tionarylme nber, along the trackway for .op-

crating, the first mentioned means, and an adjacent movable member'along the track way adapted to be positioned to engage the second mentioned means and operate it.

3. The combination,jwith means on a ve- I hicle for initiating an indication, means on the vehicle for counteracting such initiation before it becomes effective, and two actualt: u

, past said members.

hicle, of v means thereon for initiating the application of a brake, and means thereon the circuits be out into and out ,ofactive position.

the path vof travel for operating the first men of active position. 1

Jail- 1 ,9

in}; members adjacent to each other loca ted' in, position to respectively engage 11193113 T he vehicle mov s a t aid members. 1

'4. The combination,'with'meanson .a ve- 7Q hicle for initiating an indication, meansl on I the vehicle for, counteracting-suchinitiation before it becomes effective,; "and twoj 'rnem bers'adjacent to each other located pairs at intervals along the path of trav in position to respectively engage with the two means successively as the vehicle move a 5. The combination, "with a movabletveif forlpr'eventing such application, of two members located adjacent to each other along thepatl'r of travel and adapted to engage and ,opei'ate said, means respectively. 61 The combination, with a movable vehiele,. of ,means thereon for initiating the application of a brake, and means'thereon" for counteracting such initiation, of two members 1 located adjacent to each other along the path of travel and adapted to engagewith said'meansr respectively, the Q firstmember beingstationary inactive position and the second member being movable into and out of'active position. i

7. The combination, with means on a, vehicle for initiating an indication, means on' the vehicle for 'counteracting such initiation before it becomes effective, and two members adjacent to each other and located in '100 position to respectively engage "the two means as the vehicle moves past saidmem bers, the first mentioned member being stationary-fan ehe second member movable- 8'. The combination,,with means on ave hicle for initiating an'indication, means on the vehicle for counteracting such initiation of travel in position to-respectively and suc- 'cessively engagethe two means as the ve hicle moves past said members, the. first acting member beingi stationary and the second acting memberniovable into and out A 9. The'combination, with a movable vehicle, of meansilocated atintervals along the" trackway, mechanism on the vehicle adapted to engage the same and be operated 12o thereby to initiate the application of a brake whenever the vehicle moves forwardly past such means, andadjacent movable mechanism andfm'eans on the locomotive engaged thereby for automatically preventing such initiation becoming effective.

10, The combination of mechanism on a vehicle adapted to'initiete the application of a brake, mechanism on the ve iclef'forini i'ea iaeseeai-ie t et e f reit be vehicle adapted to initiate the ap lication of a brake, mechanism on the vehicle for preventing such initiation becoming effective, and two adjacent successively acting ramps along the trackway adapted to be en 1 gaged by and operate the re'pectiv'e mecha nism.

The combination of mechanismona VGlHClB adapted to initiate the application '15 of a brake, mechanism on the vehicle for preventing such initiation becoming reflective, and two adjacent ramps along the trackway adapted .to be engaged byand operate the respective mechanisms, the first mentioned ramp being stationary and the second movable into and out of ac'ti-ve position.

18..lhecombination of mechanism on a vehicle adapted to initiate the application of a brake, mechanism on thevehicle for interrupting such initiation before it becomes .eli'ective, and two adjacent" ramps located in pairs at intervals along the trackway and adapted to be engaged by and operate'the 0 respective mechanisms, the first brake-applying ramp being stationary and acting first and the'counteracting ramp being m0vable into and out of an active position when it acts shortly after the first mentioned ramp.

1%. The combination, with an air valve on a vehicle, of means on the vehicle for opening such valve, other means on the vehicle for closing the valve, and tvvo actuating 40 means for. the respective vehicle means, one or said actuating means being movable into and out of active position and the two being located adj accnt to each other and in proper relation to the trackivay to be engaged by the vehicle means.

15. The combination, with an air valve on a vehicle for controlling a brake pipe, twomeans on the vehicle for respectively opening and closing such valve, and pairs of ac; tuating means located at inter-v1 along the trackivay a, adapted to engage and actuate the respec lve vehicle mean. the first acting member of each pair being stationary and operating to open the valve and the second acting mbcr being movable into and out of posit10n,\vherc it may actuate the means to close the valve.

1&The combination with means on a vehicle for actuating a controlling agency and means for preventing s-uchactuation becoming ellcclivc, of means along the track- Way for co-acting with both of the vehicle means including a controllable track fixture for actuating the preventing means. 17. The' comb1nat1on,-w1th means on a ing the initiation means being in advance of the member actuating the counteracting 1 vehicle for releasing air, means for shutting of'f'such release,'and pairs of members located along the trackway for actuating the two mechanisms mentioned,'the members of each pair being adjacent to each othera-nd the one firstencountered actuating the first mentioned means and the secondactuilting the second means.

The combination, with means on a vehicle for releasing air,'mean's for. shutting off-such release, and pairsof. members lo-. cated along the trackway for actuating the two*mechanisms mentioned, the members of each pair being-gadjacent to each other, and

the one first encountered actuating the first so" mentioned means and the second actuating the second means, .the firstmentioned memher being a stationary ramp and the second a device movable into and out of active position.

- 19. The combination, with means on: a vehicle for releasing air, means for shutting 05 such release, and pairs of members located along the trackway for actuating the tivo mechanisms mentioned, the members of each pair being adjacent to each other and the one first encountered being a sta--. tionary ramp actuating the first mentioned means and the seconclbeing a rock arm mov-. able into and out of the active position. .95 20. The combination, with two means on a vehicle, one adapted to initiate adanger indication and the other to counteract such initiation,'and pairs of members located at intervals along the trackway for actuating said means respectively, the member. actuatmeans.

21. The combination, with two means on a vehicle, one adapted to initiate the application of abrake and the other to counteract such initiation, and pairs of members located at intervals along the trackway ,for

, actuating said meanslrespectively, the member' actuating the initiating means consisting of a stationary ramp acting inadvance of the member actuating the counteracting means, the latter member being amovable device normally out of active position but movable into active position.

Q The combination, with a vehicle having controlling means and initiating and counteracting means thercfonof a stationary rampj. for operating the initiating means, and a movable rock shaft with a rock arm thereon'for actuating the counteracting means. 1

23. The combination, with controlling means and initiating and counteracting" mechanism therefor on a vehicle, of a ramp for operating the initiating means, and mechanism for operating the counteracting means comprising 'a rock shaft, a me -arm;

thereon, and a bar having at one end a-1 0 '=foi'. fop erating the counteracting means comf a rock shaft, a rock arm thereon,;a L0,- ba'r jhaving at oneend a knuckle joint with """theroch arm, and aguide for the bar near its thhr end. 1.-Z i I 25. Thecombinatiomwith a vehicle having- .a'.pair 1 of movable operating members "andm an whereby one is adapted to initi- Tate'a danger indication and the other to prevent such initiation being effective, of a pair 1110f adjacent ramps adapted to engage and ramps being movable. I a 26.v The combination, with a vehicle havng a, pair;.of .movable operating members and means whereby one is, adapted to initiate the application fofabrake and the other operate the same respectively, sai ramps being located inpair's at intervals along the path oftravel,

A one ramp standing normally 1n active posiion and the other comprising an arm on a I movable ,ro ck shaft. I

#27, The', coinbination, .with mechanism pair of. movable operating members laterallyofl'set from eachpther, means whereby ion and the other to counteract such initiat'ion, and a pair of-operating rampsv along he trackway correspondingl out of longiujdinal, alinement, one ramp jgeing normally ,zj-stationary anddin active position and the aa'other movable 'into and-out ofactive posiaim; v a J V. I The combination, with. controlling mechanism mounted on a movable vehicle a'ndhgwing a pair of movable operating imembers laterally offset from each other means whereby one is adapted to initiate the application of a brake and the other to 60 prevent such application, and a pair of operating ramps along the trackway correspondingly out of longitudinal alinement, one ramp being stationary in active position and the other movable into and out of active position. 1 i

29. The combination with means on a vehicle for actuating a controlling agency and means for preventing such actuation taking effect, of means along the trackway for operating each of the vehicle means including a controllable track fixture adapted to be moved into position to engage and,

30. The combination, with a r eng ge operate the preventing meansu I I d t -;;-i' r e t such. initiation hang efies r et a stationary ramp @for operating the iinitiating means, and adjacent mechanism perate "the samerespectively, one o f sai d to prevent such initiation beintgeflective, of

ramps adapted to 'gnegageian mounted ona movable vehicle and having a onejis adapted to initiate a. dangerindicavehicle, mechanism controlled by one lever for initiatin a danger indication, mechanism control ed by the other lever for,

counteracting such initiation, and ramps 10-- cated in pairs at intervals along the trackway and adapted to engage and operate such levers. V a

31. I The combination, with a pair of levers out 0t; longitudinal alinement on a moving vehicle, mechanism controlled by one lever for initiating a danger indication, mechanism controlled by the other lever for counteracts ing such initiation, and ramps located in pairs at intervals along the trackwa ada ted to engage and operate such. evers, sai ramps being out of longitudinal alinement and the ramp engaging the first mentioned lever being stationary and always 'in activeposition and that engaging the seccond mentioned lever being movable into and out of active position.

32. The combination, with a pair of raisable levers, out of longitudinal alinement on a movingjvehicle, an air valve, mechanism controlled by one lever for opening the air valve, mechanism controlled by the other lever for closing such valve, and ramps 10- cated in pairs at intervals along the trackway and adapted 'to'engage and operate such levers, said ramps being out of longitudinal alinement and the ramp engaging the first mentioned lever being stationary and that engaging the second mentioned lever belng movable, the stationary ramp being located parallel. with the rail and having its top surface inclining upwardly from opposite directions, and the movable ramp being normally below the path'of its lever but raisableinto such path.

33. The combination, with a pair of rais- "able levers out of longitudinal alinement on and amoving vehicle, mechanism controlled by one lever for initiating a danger indication, mechanism controlled by the other 'lever'for counteracting such initiation, and ramps 10 cated in pairs 'at intervals along the ,trackway and adapted to engageand operatesuch levers. respectively, said ramps being out of longitudinal alinement and the ramp engaging the first mentioned lever hieing sta- -tionary with an upward hump, an 'that engaging the second mentioned levereomprisin a rock arm and a connected bar located 'parallel with the rail and adapted to have their joint swung upwardly to provide an intermediate hump or swung downwardly {o be out of the .path of the corresponding ever.

34. The combination, with a movable ve- .-flwhich is adapted to initiate the application gofabrake and the otherv OfWhiOhlS adapt- 7 longitudinally and laterally, whereby said ramps may coiigerate in rapidsuccession with said two niechanisms."

{35. The combination, vvitha moving ,ve-. rcon for g' ving a danger interacting such inind a pain operatingmembers 1' aective means along the traclrivay adjacent to each othcifand out of longitudinal alinen ent.

niechanism thereon for applying a brake, mechanism thereon for preventing such application, each of said mechanisms having an operating lever, and ramps along the traclnvay adapted to be engaged respectively by said levers.

The combination, with a vehicle, means thereon for applying a brake, means for counteracting such application before the brake is applied, each of said means including a raisable operating lever, said two levers being located beside each other and out of longitudinal alinement, and respective ramps along the trackivay adapted to engage saidv levers.

38. The combination of a vehicle having thereon an air valve, mechanism tor releasing the same mechanisni for resetting the valve, said two mechanisms each including an operating member, which members are located. out of longitudinal alinement, and operating devices along the traclzvvay adapted to engage said operating members.

.39. The combination, with means on a vehicle for applying a. brake, means on the vehicle for preventing such application, and means along the trackivay for controlling such preventing means and adapted to be moved into the path thereof.

40. The combination with means on a vehicle for operating a controlling agency and means for preventing such actuation taking eltect, of means along the trackvvay for invariably operating the controlling agency, and a controllable track fixture adapted to be moved into position to engage andoperate the preventing'means.

al. The combination, with means on a vehicle for initiating a danger indication, means on the vehicle for counteracting such initiation before it becomes eliective, and mechanism located The combination, with vehicle, of

adapted when in active position to actuate the preventing means, said mechanism being normally in inoperative position and tending to return by gravity to inoperative position. i

43. The combination, with means on a ve hicle for applying a brake, means on the ve hicle for preventing such application, and means along the t1. l ivay for controlling such preventing means, said last mentioned means being movable into active position and tending to return by gravity to inactive position.

ll. The combination, with means on a vehicle for applying a brake, means on the vehicle for preventing such application, and stationary and movable means along the trackivay for controlling such applying and preventing means respectively, said movable means being movable into active position and tending to return by gravity to inactive position.

45. The combination, with means on a vehicle for actuating a controlling agency, means on the vehicle for preventing. such actuation taking effect, a. movable bar along the path of travel for engaging such""preventing means, and means for moving said bar into active position, the bar tending to return by gravityto inactive position.

46. The combination, with means on a vehicle for actuating a brake, means on the vehicle for preventing such actuation, a movable rock arm along the path of travel for engaging such preventing means, a rock shaft for raising said bar into active position, the bar tending to drop by gravity to inactive position.

47. The combination, with means on a moving vehicle for actuating a brake and means on the vehicle for preventing such actuation, of a stationary ramp along the trackivay always in active position and adapted to engage one of said means on the vehicle, an adjacent ramp movable into active position and tending to return to inactive position and adapted to engage the other of said means on the vehicle, andelectromagnetic mechanism for holding such movable ramp in activeposition.

48. The combination ,of a stationary ram always in active position, an adjacent ramp movable into orout of activeposition, elec-- taro-magnetic mechanism for causing such movement, means (on a moving vehicle for giving an indication, and means on the vehicle for. counteracting such indication, each oi said means being adapted to be operated by a dilierent one or" said ramps.

49. The combination, with means on a' able ramp adapted to actuate the other of said means, a rock shaft for operating the movable ramp, an arm on the rock shaft,

and an electro-magnetic mechanism for operating said arm.

50. The combination, with means on a moving vehicle for actuating a. brake and means on the vehicle for preventing such actuation, of a stationary ramp adapted to operate one of said means, a movable ramp adjacent thereto adapted to engage the other of said means, a rock shaft for operating the movable ramp, an arm on the rock-shaft, electro-magnetic mechanism for operating said arm, and an electromagnetic latch for holding the movable ramp in active position.

51. The combination with controlling means and initiating and counteracting means therefor on a vehicle, of means along the trackivay for operating both of said means, and electromagetic mechanism for holding the means which operates the counteracting means in active position against some force tending to bring it to inactive position.

The combination, withl controlling means and initiating and counteracting mechanisms therefor on a vehicle, of means along the trackway for operating the counteracting mechanism, said means being normally in idle position, an electric motor, and mechanism operated thereby for moving said means into active position.

53. The combination, with means on a vehicle for initiating a danger indication, and

meanson the vehicle for counteracting such initiation, of a movable device along the trackway for operating the counteracting means, said movable device being normally in idle position and tending to return to such position, mechanism for moving it to active position, and an electromagnetic latch for holding it in such position. V

5a. The combination, Wltll jTHGitIlS on a moving vehicle for actuating a controlling agency and means on the vehicle for preventing such actuation taking effect, of a stationary ramp in active position, an adjacent movable ramp, each of said ramps being adapted to operate one of said means on the vehicle, and an electric motor for moving the movable ramp into active position.

The combination, with means on a moving vehicle terminating an indication and means for counteracting such initiation, of astationary ramp, an adjacent movable ramp, each of said ramps being adapted to be engaged'byone of saidl'means onthe vehicle, an electric motor for moving the movable ramp into'active position, andhn' electromagnetic latch for holding it in ac tive position. v

The combination, with means on a moving vehicle for giving an indication and means for counteracting said indication, of a stationary ramp for operating one oi said means an adjacent movable ramp for operating the other= of said means on the vehicle, an electric motor for moving the movable ramp into active position, and an electro-magnetic latch for holding it inactive position, the motor mechanism and the movable ramp tending to return by gravity to the idle position when released by the electro-magnetic latch.

tion.

58. The combination, with a stationary ramp, of a movable ramp at the side of the stationary ramp, a pair of raisable members on a vehicle adapted toinitiate and counteract the initiation of a danger signal, each adapted to engage and be operated by the top surfaces of one of said ramps, and a motor adapted toraise the movable ramp into active position, said ramp tending to return by gravity to idle position.

59. The combination, with ramp, of a movable ramp at the side of the stationary ramp, a pair of raisable members on a vehicle for initiating and counteracting a danger indication, each adapted to engage and be operated by the top' surface of one of said rampsrespectively, a rock shaft for operating the movable ramp, an arm on the rock shaft, a motor, mechanism whereby the motor may engage and raise said arm, and an electro-magnetic latch for holding the arm in the raised position.

60. The combination, with controlling means and initiating and counteracting means therefor on a vehicle, of a stationary ramp adapted to engage one of said last mentioned means, a movable'ramp adjacent thereto adapted to engage the other of said last mentioned means, a rock shaft for op erating, the movable ramp, an arm on the rock shaft, and operating mechanism adapted to'give a blow to said arm. I p

61. The combination, with a moving vehicle having a movable operating member thereonf'of a movableramp for engaging the same comprising a rock shaft,'an .arm on the rock shaft, a bar hinged to sa'd arm, andoper'ating mechanism for said ovable ramp comprising an arm on the rock shaft,

and means for delivering a blow tosaid arm.

6:22. The combination of a movable ram located along the trackway, a rock sha and rock arm for moving the movable ramp,

a statlonary I tor, mechanism controlled thereby and G in'c'i ing ii. ainiadapted raised tor, and a loose connection-hetwee to therain}; combination, with controlling ia ting and counteracting or on a vehicle, a ramp,

ng; tne" letter ramp into and e jin'otor for driving coinhi "Lion, with means on a -:or initiating a danger indication s on the vehiclefor counteracting tion, of a ramp for engagin the means always in active positron, counteracting ramp normally f 'on, v

'ino 'ing' the latter ramp into means whereby said mechaa, ldow in'either' direction of ination, with controlling on a vehicle, of a stacomparatively long an inclined top face ain; consist: l liars adapted means on the ve- .vhich one of "he ant-he wn a roliahle i. ting such ininoveinent of the we means for invariably (lication on the hacke vehicle with means on a ation, controllable means for connteractimz the same on forward movement, and .qtoinatic means for counteracti n on t 1e backward movei v engaging the initiatin Y nice and the arm illSlE "mentioned f e. raisins. of the motor arm may nipmorme y in idlepositioii,

sm, and means for delivering l1 mechanism in such movement;

a motor, mechanism raised and counteracting.

1cm a re iicie, of

of a danger indication, two means for x: e ac-ting such initiation, in =ramptor for; eithelw direction of movement oi the ve in; movable mechanism adapted to cngage'one of the counteracting means on the forward. movement of the rehicle, one of the secondnamed means engagingthe other counter-1 acting mechanism on the rearward movement. V r f 375 Ill); Thecombination,with means on the vehicle 'ior initiating a danger indicationy means on the vehicle for counteracting such il'ntiati'on', a stationary ramp having a double. inclined surface adaptedto be engaged lag hoth of said 'inechan'isi'ns, the counteracting I inechan' in being in advance of thc'applying-o mechanism, whereby the action of said conn. l-fl''lCllflg mechanism is idle on the forward ii: inovei'nent and eii'cctivcon'the reverse movemenjt. c

7.1. The combination,[with a vehicle, of means thereon for initiating the application of a. brake, two incanscn the vehicle for coiintcra Zing such initiation before it he comes effective, and operating def es lo- I cated at intervals along the trackwa and comprising means for invariably operating the initiating mechanism for either direction of movement (it the vehicle and for invai'i ably operating one of the counteracting means on reverse movement and means for operating or not the other counteracting means according to conditions.

The colihination, with a v means thereon for initiating the a of a brake, of two means for com such initiation, a stationary ramp for engaging the initiating means for eii lcr direction of movement of the vehicle. movable mechanism adapted to engagc one of the counteracting means on the fornard inove ment of the vehicle, the stationary ramp cngaging' the other counteracting mechanism on the rearward movement.

The combination, with means on the, vehicle for initiating a brake application, means for variably counteracting such initiation on forward movement, and means invariably counteracting the same on rearward movement. I

74. The combination, with mechanism for initiating a danger indication, automatic means for resetting such m chanism before the indication is given, and a speed governor controlling the application of the resetting mechanism.

75. "he combination, with means on a. vehicle for initiating the application of a danger indication, members along the trackway for operating said means, a counteracting device on the vehicle, and a governor for see i counteracting device causing it to operate automatically on slow speeds.

he em i a'tien. ith $2 1 81 vehicle for initiating 'the application of a dangerindication and means for counteracting the initiating of such indication, of a member along the trackway for operating the initiatingmeans, a movable ramp adjacentthereto for counteracting 'such initiation, and a governor on the vehicle connected with such counter-acting means causing it to operate automatically on slow speed.

77. The combination, with means for applying a brake, means for resetting such means before the brake is applied, and a speed governor automatically controlling the application of the resetting mechanism.

78. The combination ofan air valve on a vehicle, mechanism for opening the same, mechanism for closing the same, and means along the trackway foroperatmg each of saidmeans, a governor connected with the opening and closing mechanism and adapted to cause the closing mechanism to operate when the opening is accomplished by a speed of the vehicle less than a predetermined amount.

7 9. The combination, with mechanism on a .vehicle for applying a brake and mechanism for preventing such application becoming effective, of ramps located'along the trackway for controlling each of said 'niechanisms, and means on the vehicle operated by means along the trackway for automati cally preventing a brake application when the speed is less than a predetermined amount.

80. The combination, with a vehicle having'thereon brake applying means and resetting means thercfor, said resetting means adapted to counteract the brake applying means, of controllers located in pairs at intervals along the trackway and comprising for each pair a stationary ramp adapted to operate the brake applying mechanism and a movable ramp adapted to operate the resetting mechanism, and means connected to the brake applying and resetting means adapted to be operated by the stationary ramp to automatically reset the mechanism when the speed is less than a predetermined amount.

81. The combination, with means on a- .vehicle for actuating a controlling agency and means for preventing such actuation taking eifect, of means located along the trackway adapted to coact with each of said means on the vehicle for operating them, and a speed governor connected with each of the means on the vehicle for determining whether the preventing mechanism is operated or not, said governor retaining its equilibrium by inertia opposed to a spring.

82. The combination, with means on a vehicle for operating a controlling agency and means for preventing such operation, of operating mechanism located along the trackway and adapted to actuate said means,

a speed governor connected with the means on the vehicle, said governor having a movable part connected with the pre enting mechanism, and a .yieldinglyconnecte driver for said .part, whereby the governor determines whether the-track actuation is effective. I

83. The combination, with mechanism on a vehicle for applying a brake, a member along the trackway for operating said mechanism, means on the vehicle for resetting such brake application before it becomes effective, and a connection between said means and the brake applying mechanism including a governor with a weightand an opposing spring.

lever and mechanism for opening the same, I a lever and mechanism for resettin valve, a toggle joint connecting sai two levers, and a spring acting on the toggle.

87. The combination, with an operating device along the trackway, of indicating mechanism on a vehicle including an operating member, a second'member for resetting said mechanism, and a toggle joint between said members, a spring acting on the knuckle of the toggle, whereby for high speeds the toggle buckles and the second. member is not moved and for slow speeds the second member is moved, and means whereby said second member controls the 1 effective indication. v

88. The combination .of an air valve, an operating device for opening the valve,

mechanism for resetting the valve,

joint having its links connected respectively to said device and said-mechanism, and a spring acting on the toggle.

89. The combination, with mechanism for controlling an indication, operating mechanism therefor, a toggle joint between such mechanisms, and a spring restraining the movement oi the members of the toggle.

90. The combination of a mechanism controlling the indication and having an arm with an adjustably positioned weight, a togthe and a ramp for operating I with mechanism a to e gle joint having one link connected with said arm, an adjustable spring acting on the toggle, and a member adapted to move the other link of the toggle. 91. The combination, with means on 9. ve-

I I hole for applying a brake and means on the vehicle for preventing an application of the brake, of means along the trackvvay for actuating both of said vehicle means including a controllable track fixture adapted to be moved into position to engage and operate said prevent-in means.

92. The combination of a vehicle equipped with brake applying means. means for counteracting the application, track devices located at intervals and adapted when passed to always ope "ate the first means and operate the second means or not according to conditions, and a si nal on the vehicle opted by the OptilittlUl'l of the first means.

T The combination. with means on a ehicle for applying a brake and means on a vehicle for preventing the application of the brake;- ot means along the trackiva for npplfiing the brake and for preventing its applica ion. including a nm-inally inactive cii n'trollah e track fixture adapted to he moved into active position to engage and operate the mechanism. i'or preventing the application o the brake.

9 t. The coinhinatio oi a vehicle equipped jpl; ing an air hralie'and ireventing such application pairs s located at intervals, one of ted to into operate the operation means or not. ac-.. cor-ding to iTizLCli conditions, and an air s ghc vehicle opera by the brakeill 4 devices si ting niefir 4;. signal oped Whenever in nieans w-tuated. said signal g i. dilierent indication when the-means is ehec LDB and when it counteracted.

ll The conilnnation, with a vehicle, of 21 'ng carried thereby and liming an open bottom and a longitudinal partition, brake ing H1?*"l'll1li5i11 between the partition oi the casing. and resetting 'r the applying mechanism 10- partition and the other mechani m Wall of the casin v7. The combination. with a vehicle, of a g carried thereby and having an open I on and a longitudinal partition, brake ying mechanism between the partition ano one wall of the casing. resetting mechafor the applying mechanism located bQiffv'fiEfi the partition one the other Wall of th'? casing. e sh of said mechanisms having on operatic: lever accessible from belong devices located at intervals along the trackway and adapted to engage said levers respectively.

98. The combination with brake-applying mechanism located on a vehicle and normally under constraint, of a stationary ramp along the traclivvav adapted to be engaged and operate the brake-applying mechanism, a movable ran'ip along the trackvvay, and movable r settin mechan sm on the vehicle adapted to he o c .tcd l/V the ramp.

-. T he combination of bra eapplving e on a vehicle. we hanisni r holding the same closed comprising train oi incinhers. the removal of anv s which insures the application of l tionsry ramp for invari'. n a mechanism. inova lc "lamp. and n. n' echaniszn operated lov the inovahle ramp for resetting the val l d/O The coinh' 'tions means on a inovahlc :ehiclc. in counteracting mechanism l tionary ramp comprisin lo and 1 row fl fnh an I face an ad acent movable ramp co :1 pair of bars i 'itudinal t and Meat l static; or

to ac '3 irate w in tiiniary :inp con: i 3 long narrow \reli \l'llll an i and prejectii 1 foot aoi'e ramp COX located substantial tionary ramp, p i operate the hilt sud counters ting mechanism on fe l'QlLlQlL.

1G2. ll ie conx fnalion. with controlling means on axinovalile vcliicl connteractin inc h: in mero'for. oi' a tionary ramp c with one mechanisms, a ilo ra l acting With the othel oi said nnclian and conipi'isin pairoi bars in longit. l. nal alinenient having knuckle joint and located suostantiallyparallel with the stationary ramp, a rock shaft, one oli said liars being a rock arm on said rock shaft and the other bar being slid-ably guided at its other end.

103. The combination, with controlling means on a vehicle and initiating and counteracting mechanism therefor, of a statioirary ramp coacting with the initiating mechanism comprising a comparatively long narrow upright Web with an inclined top face and projecting feet. an adjacent movable ramp concting with the counteracting mechanism coni irising a pair of narrow bars in longitudinal alineinent having a knuckle nclh ct top piCu to 

